Switch point controlling device



July 7, 1936. F. DUQUETTE I SWITCH POINT CONTROLLING DEVICE FiledDec. 1, 1955 2 Sheets-Sheet i July 7, 1936. F. DUQUETTE SWITCH POINT CONTROLLING DEVICE Filed Dec; 1,- 1935 2 Sheets-Sheet 2 Patented July 7, 1936 UNITED STATES PATENT OFFICE 2 Claims.

The invention relates to improvements in switch point controlling devices and an object of the invention is to provide an arrangement which will permit the customary switch points at the juncture of main line and siding rails to be operated from a passing train so that the train can pass onto the siding with safety, provision being made so that the switch points are locked against movement in both their closed or opened positions.

A more detailed object of the invention is to provide a device for controlling the switch points and actuated from a passing train and arranged such that as the train approaches the siding, an attendant thereon can cause first the unlocking of the opened switch points, second, the shifting of the switch points to closed position and thirdly, the locking of the switch points in such closed position, all of which movements occur successively prior to the train reaching the switch points and which permit after the train has passed the switch points, of an attendant thereon causing the unlocking of the previously closed switch points, the subsequent shifting of the switch points to open position and the final locking of the switch points in such open position.

A further object of the invention is to construct the device so that it can be manually manipulated from a switch stand instead of from the train.

A still further object of the invention is to construct the various parts in a simple, durable and inexpensive manner and so that they can be readily installed without materially altering the existing structure.

With the above more important objects in view, the invention consists essentially in the arrangement and construction of parts hereinafter more particularly described, reference being had to the accompanying drawings, in which:

Fig. 1 is a plan view of the device.

Fig. 2 is a perspective view of the operating rods and associated parts and showing the chains associated with the switch stand.

Fig. 3 is a perspective view of one of the operating cranks.

Fig. 4 is a horizontal sectional view through the lower part of the switch stand.

Fig. 5 is a perspective view of one of the weighted discs.

Fig. 6 is an exterior face view of the device for actuating the cranks.

Fig. 7 is a horizontal sectional view at Figure 6.

Fig. 8 is a vertical sectional view at 88 Figure 6.

Fig. 9 is a perspective view of the locking plates.

Fig. 10 is a vertical sectional View through one of the bearings employed.

Fig. 11 is an elevational detail from the rear side of Figure 9.

In the drawings like characters of reference indicate corresponding parts in the several figures.

The device is suitably mounted at the side of the main line and siding tracks and is connected to the switch points and is arranged so that it is normally locked to cause the train to continue on themain line past the siding but can be actuated from the approaching train to pass the train onto the siding and after the train enters the siding, can again be actuated from the train to reset the switch points in their original position to cause a following train to continue on the main line rails.

The main line track presents the customary rails I and 2 carried in the usual manner by the ties 3 and. the siding track 4 presents the customary rails 5 and 6 carried by the usual ties The customary switch points 8 and 9 are of the usual type and are designed when in the closed position to cause the oncoming train to pass onto the siding and when set in the open position, to permit the train to continue through on the main line rails.

An operating rod I0 is connected to the switch points and is carried in suitable bearings provided, the bearings supporting the rod for endwise shifting movement. The end of the rod remote from the track is connected by a short link |2 to the crank I3 at the lower end of the vertically disposed switch stand standard M which latter is rotatably mounted in the switch stand frame I5.

In a suitable location to the side of the tracks and parallel to the main line track, I locate two operating rods l6 and I! which are carried in suitable bearings I8, said rods being mounted for end-shifting movement and having their end movement positively limited by stationary stops l9 and 20 located at the ends thereof. The rod I1 is offset as best shown in Figures 2 and 9 topass under a locking plate 2| which plate is permanently fastened by spikes to a tie or othersuitable foundation and presents a vertical and horizontal flange slotted as indicated at 24 and 25, these slots being adapted to receive the offset portion of the rod l'l. Another locking plate 2| is vertically and. permanently attached to the rod II] which is also provided with two holes 22' and 23' as most clearly illustrated in Figure 9. The holes 22' and 23 in the plate 2| and the hole-22 locking pin 26 carried by the rod From this it will be seen that when the pin 26 is in the holes 22 and 22 of both plates 2| and 2|, the switch points are locked in such a position that the approaching train will continue on the main line rails, and that when the pin 26 is in hole 23' of the plate 2| and the hole 22 of plate 2|, the switch points will enable the train to pass from the main line rails onto the siding.

Here it is explained that when the pin is in the hole 22, the switch points are locked in a position such that the approaching train will continue on the main line rails and that when the pin is in the hole 23, the switch points are in a position such that the train will pass from the main line rails onto the siding. The shifting of the points can be manually brought about by turning the standard M a quarter revolution but I have provided means shortly described whereby the shifting of the locking plate the required amount is brought about by the train as it approaches the siding and as it proceeds along the siding.

In locations at some distance from the switch points, I have located three shafts 21, 28, and 29 which are rotatably mounted in suitable bearings 30 and are positioned substantially at right angles to the main line track and to the rods l6 and IT. The shafts are all supplied at the ends next the track with similar cranks 3| and the cranks are fitted with similar rollers indicated by the numerals 32, 33, and 34.

The ends of the shafts remote from the track are provided with similar weighted discs 35, 36, and 31. The discs and 3'! are positioned immediately to the inner side of the rod l1 and the disc 35 immediately to the inner side of the rod Hi. The discs 35 and 31 are connected by links 38 and 39 to the rod l1 and the disc 36 is connected by a link 40 to the rod I6.

Means is also provided whereby any end shifting movement of the rod l6 causes a corresponding end shifting movement in the rod Ill and such is herein shown as a pivoted bell crank 4| having one end thereof pivotally connected by a link 42 to the rod l6 and the other end pivotally connected by a link 43 to the rod I9.

In a location to the side of the siding track and at some distance from the switch points, I have located a further set of shafts 44, 45, and 45 which are provided at their ends next the siding with similar cranks 4'! fitted with rollers 48, 49, and and at the ends remote from the siding with weighted discs 5|, 52 and 53, the discs 5! and 53 being connected to the rod I! by links 54 and 55 and the discs 52 being connected to the rod l6 by a link 56. The latter parts are identical to those similar parts previously described.

Assuming that the switch points are normally set and locked by the pin 26 in the position such that a train approaching the switch say from the left, will continue on the main line rails, I desire that the crank 3| can be rotated by the passing train say a quarter of a revolution in a clockwise direction to effect through the disc 35 and link 38 an end shifting to the left of the rod l! a distance sufiicient to withdraw the pin 25 from the hole 22 and 22' of plates 2| and 2| and so unlock the switch point shifting rod l9. Such a movement of the rod I! will obviously swing the cranks carrying the rollers 34, 48, and 50 a quarter revolution to a position opposite to that shown in Figure 1. After the crank of the roller 32 has been so actuated to unlock the rod NJ, I desire that the crank carrying the roller 33 be rotated from the passing train say a quarter revolution in a clockwise direction to cause the end shifting to the right of the rod l3 and the consequent end shifting of the rod i6 a distance such that the hole 23 of plate 2|" will be aligned with the withdrawn pin 2'5 and hole 22 of plate l2. This distance will be the same as required at the point 8 shown in Figure l to enable it to be pushed closely to the main line rail At this time, the switch points will be set to cause the approaching train to pass onto the siding.

After the rod it has been so shifted, I desire the crank carrying roller 34 to be rotated from the passing train say a quarter revolution in a clockwise direction to cause the end shifting of the rod il to the right and the consequent entering of the pin 25 in the hole 23 of plate 2| and hole 22 of plate 2| whereby the previously shifted switch points are positively locked against movement and prior to the train reaching the switch points.

After the train has passed onto the siding, it is most desirable that the switch points be set so that any following train will continue on the main line track and accordingly, I desire that the crank carrying the roller 48 be actuated from the passing train in a clockwise direction say a quarter revolution to withdraw the locking pin 26 from the hole 23' of plate 2| and also from the hole 22 of plate 2| to unlock the rod I0, then that the crank carried by the roller 49 be rotated from the passing train say a quarter revolution in a clockwise direction to end shift the rod Hi to the right and the rod ID in a direction such that the switch points are withdrawn from the main line rails and aligning hole 22, plate 2| with hole 22 plate 2| as well as pin 25 and then finally that the crank carrying the roller 59 be rotated by the passing train say a quarter revolution in a clockwise direction to shift the rod i! to the right and consequently effect the entry of the pin 26 in the hole 22 of plate El and plate 2i and the positive locking of the switch points in their open position.

Means is provided say on the engine and on the caboose of a train whereby an attendant can actuate the rollers from the passing train, the rollers 32, 33 and 34 being operated successively say from the engine as it approaches the switch and the rollers 43, 49 and being operated successively from the caboose as it passes away from the switch on the siding. The means employed is shown in Figures '3, 7, and 8 and embodies the parts now described.

A vertical plate 5'! is provided which has a horizontal flange 5'! which flange can be suitably bolted or otherwise permanently fastened to any desired selected part of the engine or caboose. The plate carries slidably a pair of vertically disposed spaced legs 53 and 59 which have their upper ends connected by a cross bar 68 and their lower ends connected by a vertically disposed plate 6| The body plate 51 has a pair of similar wheels 62 and 53 eccentrically pivoted thereto by pins 54 and the wheels are positioned to operate between spaced horizontal bars 65 and 66 permanently secured to the legs, the arrangement being such that when the wheels or rollers are I and detent, thedetent operating over a suitable quadrant provided. The lever will be positioned so that the attendant on the engine or the caboose-as the case may be, can conveniently operate the same.

The plate EI- carries a pair of spaced bars 59 and H1 which form a channel or guideway H for the switch operating rollers, it being observed that the channel widens towards its ends and gradually rises towards its centre point where it is supplied with a substantially U-shaped up ward offset 12. Extending fingers F3 are supplied at the ends of the channel to insure that the switch controlling rollers will be caught and entered in the channels.

When the legs are in their up position, the channel or guideway clears the switch controlling rollers but when the attendant drops the legs by manipulating the lever, the advancing end of the channel is adapted to catch the roller with the result that as the train advances, the roller will be passed along the channel and the crank carrying the same rotated due to the rise in the guideway. Obviously the roller will enter the offset '52 and will then clear out the rear end of the guideway.

To fully understand the invention, I will now give a short description of the manner in which it operates assuming that the train is approaching the switch points from the left, that theswitch points are in the open position and that it is desired that the train move onto the siding.

As the train approaches the switch points, the one in charge on the engine will operate the lever 68 to allow the guideway to move down to its lowest position in which position it is adapted to engage with the rollers. The guideway will first engage the roller 32 which will cause the withdrawal of the locking pin from the hole 22 plates 2i and 2| thereby unlocking the switch points. After the roller 32 has escaped from the guideway, the roller 33 will be caught by the guideway and will be actuated to end shift the rod ID a distance such that the switch points are swung over against the main line rails and the hole 23 plate 2! brought into alignment with the then withdrawn pin 25 and hole 22 plate 2!. Subsequently the roller 34 will be caught by the guideway and actuated to cause the end shifting of the rod IT in a direction which will enter the pin 26 in the hole 23' plate 2| and hole 22, plate 2| and consequently lock the switch points in their closed position. All the above movements occur before the engine reaches the switch points so that the moving train will be accordingly directed onto the siding tracks with safety.

As the train proceeds on the siding, an attendant in the caboose will operate the lever 68 of the control device to drop the guideway of the caboose to its lowermost position, this being done before the caboose reaches the roller 38.

Thereafter as the train progresses on the siding, the latter guideway will actuate first the roller 48 to unlock the switch points, then the roller 49 to shift the switch points to open posi tion and then the roller 5!) to lock the shifted switch points in their open position. This will positively insure that any following train will continue along the main line rails.

The Weights before mentioned and the stops located at the ends of the rods insure that the rods will have the correct travel after they are actuated by the rollers to bring the holes 22 and 23 into alignment with the locking pin.

It may be desired to manually operate the device from the switch stand instead of from the passing train and accordingly, I. have supplied means associated with the switch stand for accomplishing such purpose. The standard of the switch stand is provided with a pivoted lever t4 so attached to the standard that the said lever can be swung up or down or turned in a horizontal direction torotate the standard. An arm is seoured to the switch stand and is adapted to pass through a suitable slot 16 in the lever and is provided at its lower end with a padlock 11 which normally prevents the lever from being moved in the arm. A pair of chains I8 and 79 are attached to the rod [1 and have their free ends terminating in hooks 8G and 8| and the lever is supplied at opposite sides of the standard with holes 82 and 83 adapted to receive the hooks.

When the device is to be'operated from the train, the hooks are not attached to the lever 14 but are lying on the ground as shown. When the device is to be operated from the switch stand and it is desired that a train approaching from say the left, enter the siding, the procedure will be as follows:

The switchman first attaches the hook 8! of chain l9 into the hole 83 of lever 74. He then unlocks and removes the padlock T! from rod 15 to free the lever for vertical swinging movement and swings the said lever downwardly which on account of the chain 79, will cause rod H to be I shifted to the left, thereby withdrawing the pin 26 in the hole 22' of plate 2 l andhole 22 of plate 2|, consequently unlocking the rod It, after which the hook 3| will be removed from the lever and the lever turned horizontally to rotate the standard [4 far enough to end shift rod ii) in a direction as will close the switch point 8 against the main line rail l. The lever at this point is at its extreme lower position.

The hook 80 of the chain 18 is then inserted in the hole 82 of the lever and pushed upwardly to cause the end shifting of the rod I1, thereby enabling the pin 26 to enter hole 23' of plate 2| and also hole 22 of plate 2! which has been brought into alignment by the rotation of standard l4 thereby locking the points in their closed position. The lever "M is now in a position which will enable a padlock to be applied to arm '55 but before this look is applied, the hook at is detached from lever 74. The train will now pass onto the siding safely.

When the train has passed onto the siding, the operation just described is repeated with the exception that the standard M is rotated in the opposite direction to withdraw the point 8 from the rail l and push the point 9 against the main line rail 2, thereby locking the points in their original open position and causing a following train to continue onto the main line rails.

What I claim as my invention is:

l. The combination with main line and siding rails, switch points for directing train trafiic from the main line to the siding rails in the closed position of the points and an operating member connecting the points, of means for locking said operating member against movement in either the open or closed positions of the switch points, means at selected points along the main line rails for actuating the locking means to lock or unlock the same, means located between said points for shifting the switch points and further means along the siding rails for resetting the switch points in their original position.

2. The combination with main line and. siding rails, switch points for directing train traffic from point for subsequently shifting the switch points to closed position, means operable from a third point for shifting the element to lock the switch points in their closed position and means operable at selected points along the siding rails for unlocking, then resetting and finally relocking the switch points by the element in their original open position.

FREDERICK DUQUE'ITE. 

